CA1176523A - Automotive cooling system using a non-pressurized reservoir bottle - Google Patents
Automotive cooling system using a non-pressurized reservoir bottleInfo
- Publication number
- CA1176523A CA1176523A CA000385599A CA385599A CA1176523A CA 1176523 A CA1176523 A CA 1176523A CA 000385599 A CA000385599 A CA 000385599A CA 385599 A CA385599 A CA 385599A CA 1176523 A CA1176523 A CA 1176523A
- Authority
- CA
- Canada
- Prior art keywords
- coolant
- radiator
- pump
- bottle
- surge
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
- F01P11/02—Liquid-coolant filling, overflow, venting, or draining devices
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S165/00—Heat exchange
- Y10S165/917—Pressurization and/or degassification
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
Abstract
AUTOMOTIVE COOLING SYSTEM USING A
NON-PRESSURIZED RESERVOIR BOTTLE
Abstract:
An automotive vehicle cooling system having a radiator (10a) connected to the engine coolant jacket (11a) for circulation of coolant, a pump (12a) delivering coolant from the radiator to the engine, a non-pressurized reservoir bottle (23a) communicating with the radiator and having a make-up line (24a) communicating with a venturi (31) in a recirculating line around the pump directing coolant from the pump outlet to the pump inlet.
The venturi allows make-up coolant to be added from the reservoir bottle at atmospheric pressure so that the bottle can be of a relatively lightweight gauge material.
NON-PRESSURIZED RESERVOIR BOTTLE
Abstract:
An automotive vehicle cooling system having a radiator (10a) connected to the engine coolant jacket (11a) for circulation of coolant, a pump (12a) delivering coolant from the radiator to the engine, a non-pressurized reservoir bottle (23a) communicating with the radiator and having a make-up line (24a) communicating with a venturi (31) in a recirculating line around the pump directing coolant from the pump outlet to the pump inlet.
The venturi allows make-up coolant to be added from the reservoir bottle at atmospheric pressure so that the bottle can be of a relatively lightweight gauge material.
Description
AUTOMOTIVE COOLING SYSTEM USING A
NON-PRESSURIZED RESERVOIR BOTTLE
l~escription Substantially all of today's automotive cooling systems utilize a surge bottle or reservoir connected to an overflow conduit from the radiator.
The surge tank or reservoir provides for storage of a quantity of coolant required to automatically replace any coolant lost during operation of the system, and as the coolant is heated, it expands in volume, with the expanded fluid being accommodated in the reservoir or surge bottle. As some vehicles, specifically heavy duty trucks or buses, use a pressurized bottle, the bottle is subjected to a positive system pressure, and is formed of a metal `. or heavy plastic. The present invention relates to an arrangement to depressuri~e the surge bottle so that a lighter weight material can be utilized in forming the bottle for either car or truck applications.
The present invention comprehends the provision of a lightweight material depressurized surge bottle or reservoir in a coolant system for an automotive vehicle engine. To maintain the reservoir or surge bottle at atmospheric pressure, a venturi is located in a by~pas~ for the coolant pump to recirculate a small portion of the coolant flow from the pump outlet to the pump inlet. The venturi throat is connected with the surge bottle through a make-up line.
-'' ~4~v .
The present invention also comprehends the provision of an automotive coolant system which provides a controlled coolant flow system through a depressurized surge bottle. Thus, when the coolant system pressure increases to a predetermined value due to coolant expansion, the coolant will flow through the overflow tube from the radiator to the surge bottle, and this amount of coolant plus any amount necessary to fill the system will be drawn through the make-up line due to the low pressure created in the venturi throat.
In a specific emxx~nent of the present invention there may be the provision of an automotive coolant system having a continuous controlled coolant flow system, wherein a controlled capillary tube may replace or be used simultaneously with the overflow tube from the radiator, maintained at a positive pressure, to the surge bottle at atmospheric pressure. This capillary tube i5 designed to have a pressure drop substantially equal to the pressure differential between the pressurized coolant system and atmosphereO
This will provide an effective deaeration of the cooling system whexein gas leakage is present through the cylinder head gasket. The entrapped gas is continuously moved through the system to the reservoir where the gas can escape.
A disclosed ~mxxbn~nt of the present invention also comprehends the provision of an automotive cooling system wherein a continuous controlled coolant flow through the ' ~
~ i, .~. ,'~lh ~ 3~
reservoir permits the placement of a sensor or corrosion inhibitor package or membrane for a package in the reservoir to be in contact with coolant flow at all times. When the inhibitor concentration in the coolant decreases, the sensor will generate a signal or the membrane or package will corrode and break open.to release additional inhibitor into the coolant system.
More specifically, the present invention also provides an au~o-motive coolant system having a venturi in a re-; circulation conduit around the-coolant pump and connected through a make-up line to the surge bottle at atmospheric pressure with a one-w~y or .. check valve located in the make-up line to prevent back flow to the surge bottle and maintain a :~ positive pressure in the coolant system.
. .
Further objects are to provide a construction of maximum simplicity, efficiency, economy and ease of assembly and operation, and such further objects, advantages and capabilities as will later more fully appear and are inherently possessed thereby.
One way of carrying out the invention is described in detail below with reference to drawings which.illustrate only one syecific embodiment, in which:-Figure 1 is a schematic view of a conventionalautomotive coolant system employing a downflow radiator.
, , Figure 2 is a schematic view similar to Figure 1 but s-howing a crossflow radiator.
Figure 3 is a schematic view of an auto-motive coolant system with a downflow radiator and employing the present invention therein.
Figure 4 is a schematic view of an auto-,! motive coolant system having a crossflow radiator and employing the present invention.
Referring more particularly to the disclosure in the drawings wherein is shown the illustrativeembodiment of the present invention, Figures 1 and 2 disclose conventional automotive coolant systems for a downflow radiator 10 and a crossflow radiator 27; like parts of these systems having identical reference numerals. In each system, an automotive engine 11 requires cooling during operation by the circulation of a suitable coolant through the engine block coolant jacket. The coolant is circulated by a coolant pump 12 driven by the engine and receiving coolant through the outlet conduit 13 from the lower tank 14 of the radiator 10 or the outlet side tank 28 of the crossflow radiator 27. A conduit 15 leads from the pump 12 to the coolant jacket of the engine 11, and an outlet 16 from the engine houses a thermostat 17 to ~e actuated at a predetermined temperature level.
- s -A third or inlet conduit 1~ controlled by the thermostat leads from the engine ].1 to the upper tank 19 of downflow radiator 10 or the inlet side tank 29 of the crossflow radiator 27. A by-pass conduit 21 extends between the chamber housing the thermostat 17 and the conduit 13 upstream of the pump. An overflow conduit 22 leads from the upper .. tank 19 or side tank 28 to a surge bottle or reservoir 23. A make-up line 24 leads from the reservoir 23 to the conduit 13. As the system is under pressure the reservoir has an inlet 25 with a pressure cap 26.
The system is normally filled with a suitable coolant with the surge bottle or reservoir 23 having a minimum level. When the engine is cold, the thermostat 17 is closed preventing flow to the radiator 10 or 27. Operation of the engine causes the pump 12 to circulate coolant through the coolant jacket of the engine 11 and the by-pass conduit 21 to return to the pump through conduit 13. As the coolant waxms up, the temperature level is exceeded to open the thermostat 17 and - allow circulation through the radiator 10 or 27 to cool the hot fluid from the engine jacket. The pump provides a pressure level in the system and, as the coolant increases in temperature from the hot engine, the coolant expands in volume and flows through the overflow conduit 22 into the surge tank or reservoir 23. Likewise, the reservoir supplies fluid to the system during operation and when the fluid contracts as the system cools upon ~ ~ ~t~a,~
- termination of engine operation.
The pressure cap 26 in the reservoir will vent the system if the pressure becomes excessive.
Figures 3 and 4 disclose the same coolant systems shown in Figures 1 and 2, but employing a surge bottle at atmospheric pressure; and like parts will have the same reference numerals as those in Figures 1 and 2 with a script a. In this arrangement, the coolant system will be pressurized, however, the surge bottle or reservoir 23a will remain at atmospheric pressure. To allow the depressurized reservoir and still provide feed of coolant from the reservoir, a venturi 31 in a conduit 36 around the pump 12a allows a small portion of coolant flow from the conduit 15a to return to conduit 13a upstream of the pump 12a.
The make-up line 24a communicates between the throat of the venturi 31 and the reservoir 23a. A
one-way or check valve 33 is located in the line 24a to prevent backup of coolant to the reservoir.
A controlled capillary tube 34 may replace or be used simultaneously with the overflow tube 22a ` by connecting the radiator tank l9a or 28a at i positive pressure with the surge bottle 23a at atmospheric pressure. This capillary tube is designed to have a pressure drop substantially equal to the pressure differential between the pressurized coolant system and the atmosphere.
The use of the capillary tube provides a con-tinuous coolant flow to the surge bottle with f ~
circulation through the radiator. As the coolantsystem is pressurized, the radiator tank l9a or 28a is provided with a fitting 25a and a pressure cap 26a.
The operation of the present invention is similar to that for the conventional coolant system shown in Figures 1 and 2. Operation of the pump 12a causes circulation of the coolant through the coolant jacket of the engine lla and the by-pass 21a until the thermostat 17a opens. Then flow proceeds through inlet conduit 18a and the radiator 10a or 27a where the hot fluid is cooled and returned to the pump through outlet conduit 13a. During operation of the pump 12a, a small portion of coolant passes through the line 32 and venturi 31 to return to conduit 13a. As the coolant increases in temperature during operation of the system, the fluid expands and enters the surge bottle 23a through the overflow conduit 22a. This amount of coolant plus any necessary to retain the system full will be drawn through the make-up line 24a from the surge bottle 23a at atmospheric pressure by the low pressure created in the venturi throat.
To replenish the coolant supply in the surge bottle and to have a continuous coolant flow, coolant under pressure passes continuously through the capillary tube 34 where the tube is substituted for the overflow conduit or simultaneously with flow through the overflow conduit 22a from the radiator tank l9a or 28a. Also, at engine shut-` down, there is a local rise in coolant temperature at the engine block coolant jacket. This could result in local boiling and cause the coolant to flow back to the surge bottle 23a, which is at atmospheric pressure as a result of introducing the venturi into the system. To prevent this, the check valve 33 is positioned in the make-up line - 24a to prevent back-flow by maintaining a positive pressure in the system.
NON-PRESSURIZED RESERVOIR BOTTLE
l~escription Substantially all of today's automotive cooling systems utilize a surge bottle or reservoir connected to an overflow conduit from the radiator.
The surge tank or reservoir provides for storage of a quantity of coolant required to automatically replace any coolant lost during operation of the system, and as the coolant is heated, it expands in volume, with the expanded fluid being accommodated in the reservoir or surge bottle. As some vehicles, specifically heavy duty trucks or buses, use a pressurized bottle, the bottle is subjected to a positive system pressure, and is formed of a metal `. or heavy plastic. The present invention relates to an arrangement to depressuri~e the surge bottle so that a lighter weight material can be utilized in forming the bottle for either car or truck applications.
The present invention comprehends the provision of a lightweight material depressurized surge bottle or reservoir in a coolant system for an automotive vehicle engine. To maintain the reservoir or surge bottle at atmospheric pressure, a venturi is located in a by~pas~ for the coolant pump to recirculate a small portion of the coolant flow from the pump outlet to the pump inlet. The venturi throat is connected with the surge bottle through a make-up line.
-'' ~4~v .
The present invention also comprehends the provision of an automotive coolant system which provides a controlled coolant flow system through a depressurized surge bottle. Thus, when the coolant system pressure increases to a predetermined value due to coolant expansion, the coolant will flow through the overflow tube from the radiator to the surge bottle, and this amount of coolant plus any amount necessary to fill the system will be drawn through the make-up line due to the low pressure created in the venturi throat.
In a specific emxx~nent of the present invention there may be the provision of an automotive coolant system having a continuous controlled coolant flow system, wherein a controlled capillary tube may replace or be used simultaneously with the overflow tube from the radiator, maintained at a positive pressure, to the surge bottle at atmospheric pressure. This capillary tube i5 designed to have a pressure drop substantially equal to the pressure differential between the pressurized coolant system and atmosphereO
This will provide an effective deaeration of the cooling system whexein gas leakage is present through the cylinder head gasket. The entrapped gas is continuously moved through the system to the reservoir where the gas can escape.
A disclosed ~mxxbn~nt of the present invention also comprehends the provision of an automotive cooling system wherein a continuous controlled coolant flow through the ' ~
~ i, .~. ,'~lh ~ 3~
reservoir permits the placement of a sensor or corrosion inhibitor package or membrane for a package in the reservoir to be in contact with coolant flow at all times. When the inhibitor concentration in the coolant decreases, the sensor will generate a signal or the membrane or package will corrode and break open.to release additional inhibitor into the coolant system.
More specifically, the present invention also provides an au~o-motive coolant system having a venturi in a re-; circulation conduit around the-coolant pump and connected through a make-up line to the surge bottle at atmospheric pressure with a one-w~y or .. check valve located in the make-up line to prevent back flow to the surge bottle and maintain a :~ positive pressure in the coolant system.
. .
Further objects are to provide a construction of maximum simplicity, efficiency, economy and ease of assembly and operation, and such further objects, advantages and capabilities as will later more fully appear and are inherently possessed thereby.
One way of carrying out the invention is described in detail below with reference to drawings which.illustrate only one syecific embodiment, in which:-Figure 1 is a schematic view of a conventionalautomotive coolant system employing a downflow radiator.
, , Figure 2 is a schematic view similar to Figure 1 but s-howing a crossflow radiator.
Figure 3 is a schematic view of an auto-motive coolant system with a downflow radiator and employing the present invention therein.
Figure 4 is a schematic view of an auto-,! motive coolant system having a crossflow radiator and employing the present invention.
Referring more particularly to the disclosure in the drawings wherein is shown the illustrativeembodiment of the present invention, Figures 1 and 2 disclose conventional automotive coolant systems for a downflow radiator 10 and a crossflow radiator 27; like parts of these systems having identical reference numerals. In each system, an automotive engine 11 requires cooling during operation by the circulation of a suitable coolant through the engine block coolant jacket. The coolant is circulated by a coolant pump 12 driven by the engine and receiving coolant through the outlet conduit 13 from the lower tank 14 of the radiator 10 or the outlet side tank 28 of the crossflow radiator 27. A conduit 15 leads from the pump 12 to the coolant jacket of the engine 11, and an outlet 16 from the engine houses a thermostat 17 to ~e actuated at a predetermined temperature level.
- s -A third or inlet conduit 1~ controlled by the thermostat leads from the engine ].1 to the upper tank 19 of downflow radiator 10 or the inlet side tank 29 of the crossflow radiator 27. A by-pass conduit 21 extends between the chamber housing the thermostat 17 and the conduit 13 upstream of the pump. An overflow conduit 22 leads from the upper .. tank 19 or side tank 28 to a surge bottle or reservoir 23. A make-up line 24 leads from the reservoir 23 to the conduit 13. As the system is under pressure the reservoir has an inlet 25 with a pressure cap 26.
The system is normally filled with a suitable coolant with the surge bottle or reservoir 23 having a minimum level. When the engine is cold, the thermostat 17 is closed preventing flow to the radiator 10 or 27. Operation of the engine causes the pump 12 to circulate coolant through the coolant jacket of the engine 11 and the by-pass conduit 21 to return to the pump through conduit 13. As the coolant waxms up, the temperature level is exceeded to open the thermostat 17 and - allow circulation through the radiator 10 or 27 to cool the hot fluid from the engine jacket. The pump provides a pressure level in the system and, as the coolant increases in temperature from the hot engine, the coolant expands in volume and flows through the overflow conduit 22 into the surge tank or reservoir 23. Likewise, the reservoir supplies fluid to the system during operation and when the fluid contracts as the system cools upon ~ ~ ~t~a,~
- termination of engine operation.
The pressure cap 26 in the reservoir will vent the system if the pressure becomes excessive.
Figures 3 and 4 disclose the same coolant systems shown in Figures 1 and 2, but employing a surge bottle at atmospheric pressure; and like parts will have the same reference numerals as those in Figures 1 and 2 with a script a. In this arrangement, the coolant system will be pressurized, however, the surge bottle or reservoir 23a will remain at atmospheric pressure. To allow the depressurized reservoir and still provide feed of coolant from the reservoir, a venturi 31 in a conduit 36 around the pump 12a allows a small portion of coolant flow from the conduit 15a to return to conduit 13a upstream of the pump 12a.
The make-up line 24a communicates between the throat of the venturi 31 and the reservoir 23a. A
one-way or check valve 33 is located in the line 24a to prevent backup of coolant to the reservoir.
A controlled capillary tube 34 may replace or be used simultaneously with the overflow tube 22a ` by connecting the radiator tank l9a or 28a at i positive pressure with the surge bottle 23a at atmospheric pressure. This capillary tube is designed to have a pressure drop substantially equal to the pressure differential between the pressurized coolant system and the atmosphere.
The use of the capillary tube provides a con-tinuous coolant flow to the surge bottle with f ~
circulation through the radiator. As the coolantsystem is pressurized, the radiator tank l9a or 28a is provided with a fitting 25a and a pressure cap 26a.
The operation of the present invention is similar to that for the conventional coolant system shown in Figures 1 and 2. Operation of the pump 12a causes circulation of the coolant through the coolant jacket of the engine lla and the by-pass 21a until the thermostat 17a opens. Then flow proceeds through inlet conduit 18a and the radiator 10a or 27a where the hot fluid is cooled and returned to the pump through outlet conduit 13a. During operation of the pump 12a, a small portion of coolant passes through the line 32 and venturi 31 to return to conduit 13a. As the coolant increases in temperature during operation of the system, the fluid expands and enters the surge bottle 23a through the overflow conduit 22a. This amount of coolant plus any necessary to retain the system full will be drawn through the make-up line 24a from the surge bottle 23a at atmospheric pressure by the low pressure created in the venturi throat.
To replenish the coolant supply in the surge bottle and to have a continuous coolant flow, coolant under pressure passes continuously through the capillary tube 34 where the tube is substituted for the overflow conduit or simultaneously with flow through the overflow conduit 22a from the radiator tank l9a or 28a. Also, at engine shut-` down, there is a local rise in coolant temperature at the engine block coolant jacket. This could result in local boiling and cause the coolant to flow back to the surge bottle 23a, which is at atmospheric pressure as a result of introducing the venturi into the system. To prevent this, the check valve 33 is positioned in the make-up line - 24a to prevent back-flow by maintaining a positive pressure in the system.
Claims (6)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. In a pressurized cooling system for an automotive vehicle including an engine coolant jacket, a radiator, a coolant pump directing fluid from the radiator to the engine coolant jacket, a surge bottle connected to an overflow line from the radiator, and a make-up line from the surge bottle to a point upstream of the pump, the improvement comprising a conduit from the pump outlet to the pump inlet, and a venturi in said conduit with the venturi throat connected to said make-up line, such that the surge bottle may be maintained at atmospheric pressure.
2. A coolant system as set forth in Claim 1, wherein a check valve is located in said make-up line to prohibit back flow to said surge tank.
3. A coolant system as set forth in Claim 1, in which a capillary tube communicates between said radiator and said surge bottle to promote a continuous coolant flow through said surge bottle.
4. A coolant system as set forth in Claim 3, in which the pressure drop of said capillary tube is substantially equal to the pressure differential between the pressure in the system and atmospheric pressure.
5. A coolant system as set forth in Claim 3, in which said capillary tube replaces said over-flow tube.
6. A coolant system as set forth in Claim 3, in which said capillary tube is used simultaneously with said overflow tube.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US185,828 | 1980-09-10 | ||
| US06/185,828 US4346757A (en) | 1980-09-10 | 1980-09-10 | Automotive cooling system using a non-pressurized reservoir bottle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1176523A true CA1176523A (en) | 1984-10-23 |
Family
ID=22682608
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000385599A Expired CA1176523A (en) | 1980-09-10 | 1981-09-10 | Automotive cooling system using a non-pressurized reservoir bottle |
Country Status (7)
| Country | Link |
|---|---|
| US (1) | US4346757A (en) |
| JP (1) | JPS57113921A (en) |
| CA (1) | CA1176523A (en) |
| DE (2) | DE8125389U1 (en) |
| FR (1) | FR2489882A1 (en) |
| GB (1) | GB2083609B (en) |
| IT (1) | IT1138208B (en) |
Families Citing this family (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5044430A (en) * | 1982-04-29 | 1991-09-03 | Avrea Walter C | Method and apparatus for continuously maintaining a volume of coolant within a pressurized cooling system |
| DE3226509A1 (en) * | 1982-07-15 | 1984-01-26 | Bayerische Motoren Werke AG, 8000 München | COOLING CIRCUIT FOR INTERNAL COMBUSTION ENGINES |
| US4677943A (en) * | 1986-03-03 | 1987-07-07 | Skinner Alan A | Automotive non-pressure cooling system |
| DE3718697C2 (en) * | 1986-06-14 | 1997-06-19 | Volkswagen Ag | Cooling arrangement for an internal combustion engine of a vehicle |
| JPS6390021U (en) * | 1986-11-29 | 1988-06-11 | ||
| US4776485A (en) * | 1987-04-27 | 1988-10-11 | Ptc Aerospace Inc. | Food service tray adapted to heat food through the tray having means for mounting an insulating cover in an inverted position under the tray |
| ES2111421B1 (en) * | 1994-01-28 | 1998-12-01 | Radiadores Ordonez S A | IMPROVEMENTS INTRODUCED IN RADIATOR DEGASIFICATION CIRCUITS. |
| DE4428208B4 (en) * | 1994-08-09 | 2007-03-22 | Bayerische Motoren Werke Ag | Device for detecting lack of fluid |
| US6176205B1 (en) * | 1999-04-01 | 2001-01-23 | Daimlerchrysler Corporation | Pressurization of the engine cooling system |
| EP2047078A4 (en) * | 2006-07-20 | 2013-11-27 | Volvo Lastvagnar Ab | Cooling system |
| JP5042119B2 (en) * | 2007-07-17 | 2012-10-03 | 本田技研工業株式会社 | Cooling device for water-cooled internal combustion engine |
| JP5191792B2 (en) * | 2008-05-07 | 2013-05-08 | ヤンマー株式会社 | Cooling water circuit for stationary engine |
| US20120241141A1 (en) * | 2011-03-23 | 2012-09-27 | Denso International America, Inc. | Cooling circuit with transmission fluid warming function |
| DE102012006518A1 (en) | 2012-03-29 | 2013-03-07 | Audi Ag | Refrigerant circuit for vehicle, has nozzle arranged upstream to geodetically high branch point, at which gas bubbles in surge tank are separated, and vent line terminated at geodetically highest point in heat source |
| EP2843222B1 (en) * | 2012-04-23 | 2020-07-29 | Toyota Jidosha Kabushiki Kaisha | Heat transport device |
| DE102014209031B4 (en) | 2013-07-01 | 2017-05-24 | Ford Global Technologies, Llc | Motor vehicle with a heat storage temperature control device |
| US20160059672A1 (en) * | 2014-08-26 | 2016-03-03 | CNH Industrial America, LLC | Cooling system for a work vehicle |
| US11753984B2 (en) * | 2020-10-14 | 2023-09-12 | Deere & Company | Coolant pump module |
Family Cites Families (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1079320A (en) * | 1912-01-26 | 1913-11-25 | Henry A Baker | Automobile. |
| US1677981A (en) * | 1924-08-23 | 1928-07-24 | Harrison Radiator Corp | Process of and means for cooling internal-combustion engines |
| US1700270A (en) * | 1924-11-06 | 1929-01-29 | Harrison Radiator Corp | Process of and means for cooling internal-combustion engines |
| US2531335A (en) * | 1947-04-25 | 1950-11-21 | Pacific Marine Supply Company | No-load speed governor |
| US2656825A (en) * | 1950-12-06 | 1953-10-27 | Kiekhaefer Corp | Controlled variable coolant system for engines |
| US2841127A (en) * | 1955-02-16 | 1958-07-01 | White Motor Co | Cooling system |
| US3051450A (en) * | 1960-04-29 | 1962-08-28 | Ford Motor Co | Cooling system |
| FR83678E (en) * | 1963-05-16 | 1964-09-25 | Cooling device of an internal combustion engine | |
| US3234884A (en) * | 1964-02-07 | 1966-02-15 | Kenny D Gearn | Heat exchanger |
| US3254707A (en) * | 1964-03-19 | 1966-06-07 | Hunt Foods And Ind Inc | Heat exchanger and cooling apparatus |
| US3576181A (en) * | 1969-06-02 | 1971-04-27 | Cummins Engine Co Inc | Apparatus for deaerating an engine cooling system |
| US3623462A (en) * | 1969-12-30 | 1971-11-30 | Modine Mfg Co | Radiator system for internal combustion engine |
| US3989103A (en) * | 1973-04-19 | 1976-11-02 | White Motor Corporation | Method and apparatus for cooling and deaerating internal combustion engine coolant |
| FR2292109A1 (en) * | 1974-11-22 | 1976-06-18 | Citroen Sa | Cooling system for car engine - has venturi in water circulation preventing re-absorption of vapour in expansion tank |
| US3981279A (en) * | 1975-08-26 | 1976-09-21 | General Motors Corporation | Internal combustion engine system |
-
1980
- 1980-09-10 US US06/185,828 patent/US4346757A/en not_active Expired - Lifetime
-
1981
- 1981-08-25 GB GB8125898A patent/GB2083609B/en not_active Expired
- 1981-09-01 DE DE8125389U patent/DE8125389U1/en not_active Expired
- 1981-09-01 DE DE19813134475 patent/DE3134475A1/en not_active Withdrawn
- 1981-09-09 IT IT23858/81A patent/IT1138208B/en active
- 1981-09-09 FR FR8117084A patent/FR2489882A1/en not_active Withdrawn
- 1981-09-10 JP JP56143146A patent/JPS57113921A/en active Granted
- 1981-09-10 CA CA000385599A patent/CA1176523A/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| IT8123858A0 (en) | 1981-09-09 |
| DE3134475A1 (en) | 1982-07-22 |
| JPS57113921A (en) | 1982-07-15 |
| FR2489882A1 (en) | 1982-03-12 |
| IT1138208B (en) | 1986-09-17 |
| JPS642765B2 (en) | 1989-01-18 |
| DE8125389U1 (en) | 1987-04-30 |
| US4346757A (en) | 1982-08-31 |
| GB2083609A (en) | 1982-03-24 |
| GB2083609B (en) | 1984-03-07 |
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